Electronic filter detection feature for liquid filtration systems

ABSTRACT

A filter monitor system (“FMS”) module is installed on the engine/vehicle and is connected to the filter systems, sensors and devices to monitor various performance parameters. The module also connects to the engine control module (“ECM”) and draws parameters from the ECM. The FMS module is capable of interfacing with various output devices such as a smartphone application, a display monitor, an OEM telematics system or a service technician&#39;s tool on a computer. The FMS module consists of hardware and software algorithms which constantly monitor filter systems and provide information to the end-user. FMS module provides necessary inputs and outputs for electronic sensors and devices.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.17/575,362, filed Jan. 13, 2022, which is a continuation of U.S. patentapplication Ser. No. 17/202,835, filed Mar. 16, 2021, which is acontinuation of U.S. patent application Ser. No. 16/220,481, filed Dec.14, 2018, which is a continuation of U.S. patent application Ser. No.15/029,442, filed Apr. 14, 2016, now U.S. Pat. No. 10,184,415, whichissued Jan. 22, 2019, which is a U.S. national stage applicationclaiming the benefit of International Application No. PCT/US2014/060888,filed on Oct. 16, 2014, which claims priority to U.S. Provisional PatentApplication No. 61/891,593, entitled “FILTER MONITORING SYSTEMS ANDMETHODS OF OPERATING FILTER MONITORING SYSTEMS,” filed on Oct. 16, 2013,and by Shimpi et al. The entire contents of these applications areincorporated herein by reference in their entirety.

FIELD

The present disclosure relates generally to systems for and methods ofmonitoring filtration systems of internal combustion engines.

BACKGROUND

On and off-highway commercial vehicles and equipment having internalcombustion engines have very high costs of engine and/or machinedowntime. The internal combustion engines can have various filtrationsystems, including air filtration systems, fuel filtration systems,lubricant filtration systems, hydraulic fluid filtration systems,crankcase ventilation filtration systems, coolant filtration systems,and the like. Each filtration system typically includes a filter elementthat needs to be replaced after a designated amount of use (e.g., adesignated amount of engine run time, a designated amount of milesdriven, a filter capacity, etc.). Diagnosis of the condition of theengine filter elements will help make important decisions aboutservicing particular filter elements that are close to usable life orthat have already exceeded usable life. Replacing the filter elementshelps to prevent damage to the engine systems due to overloaded filters.

It is in the interest of fleet owners to synchronize service events ofmultiple filter elements to reduce vehicle and equipment downtime.Various filtration system monitoring systems are needed to monitor thevarious filter elements. Fleets managing multiple vehicles also need tomonitor parts inventory (e.g., the number and type of replacement filterelements readily available to use for service). Remote filter monitoringcan help making smarter inventory decisions. Current monitoring systemsrequire additional pins available on the engine control module (“ECM”),which is expensive and difficult to implement.

The following U.S. Patent Applications and Patents are all incorporatedherein by reference in entirety.

U.S. patent application Ser. No. 13/412,280, filed Mar. 5, 2012,published Oct. 4, 2012 as U.S. Patent Publication No. US 2012/0253595A1.

U.S. Provisional Patent Application Ser. No. 61/810,946, filed Apr. 11,2013

U.S. Pat. No. 6,207,045, issued Mar. 27, 2001.

U.S. patent application Ser. No. 12/860,499, filed Aug. 20, 2010, nowU.S. Pat. No. 8,409,446, issued Apr. 2, 2013.

U.S. patent application Ser. No. 13/827,992, filed Mar. 14, 2013.

U.S. Provisional Patent Application Ser. No. 61/586,603, filed Jun. 12,2012.

U.S. Provisional Patent Application Ser. No. 61/595,326, filed Feb. 6,2012.

U.S. Provisional Patent Application Ser. No. 61/640,420, filed Apr. 30,2012.

U.S. patent application Ser. No. 13/864,694, filed Apr. 17, 2013.

U.S. Provisional Patent Application Ser. No. 61/658,603, filed Jun. 12,2012.

SUMMARY

Electronic systems for monitoring and controlling internal combustionengine filtration systems are disclosed. A micro-controller processingunit reads inputs from various electronic sensors and devices associatedwith various filtration systems of the internal combustion engine, andengine parameters from the ECM to make critical decisions likemonitoring filter element (e.g., a cartridge element, a spin-on filter,etc.) condition, predicting remaining filter element service,calculating effect on engine performance, and providing service anddiagnostic indications. The micro-controller processing unit is capableof monitoring multiple filtration systems associated with the internalcombustion engine (e.g., fuel filtration systems, hydraulic fluidfiltration systems, air filtration systems, lubricant filtrationsystems. etc) at the same time. The monitored filtration systems may bemounted inside or outside of the engine compartment. Themicro-controller processing unit provides service indications relatingto given filtration systems based on installed sensors (e.g., pressuredrop sensors, mass air flow (“MAF”) sensors, virtual sensors, etc.)and/or service indicating algorithms (e.g., algorithms that calculate atotal amount of fluid volume filtered). The micro-controller processingunit also can determine whether a genuine filter element is being usedby the internal combustion engine (i.e., whether a service technicianinstalled a genuine filter element or an inappropriate knock-off filterelement) through genuine filter recognition techniques using digitalencryption and/or analog methods. Further, the micro-controllerprocessing unit includes a variety of output capabilities (e.g.,smart-phone applications, service technician tools, original equipmentmanufacturer telematics, dashboard indicator lights, dashboard displayedfault codes, etc.). The micro-controller processing unit utilizesalgorithms and programs for retrieving, managing, interpreting andpredicting filter information.

A unique integrated system is disclosed with various electronicinterfaces including analog and digital input/output connections betweenfiltration devices/sensors and the controller unit, computer areanetwork (“CAN”) connection between the ECM and the controller unit,wireless (e.g., Bluetooth®, WiFi®, ZigBee®, etc.) connection between themicro-controller and a smart-phone application software, liquid crystaldisplay (“LCD”) monitors, universal serial bus (“USB”) ports, and/orcellular data network connection interface between the smart-phonedevice and a back-end server.

A first embodiment relates to a filter monitoring system for an internalcombustion engine. The filter monitoring system includes a filtercontrol module (“FCM”) having a first input that receives at least onefiltration parameter from an engine filtration device system forfiltering a fluid in the internal combustion engine. The filtermonitoring system further includes a second input that receives at leastone engine parameter from an ECM, the ECM controlling operations of theinternal combustion engine. The FCM outputs a command signal via a firstoutput based upon the filtration parameter and engine parameter.

Another embodiment relates to a filter monitoring system (“FMS”) formonitoring a plurality of separate filtration systems of an internalcombustion engine. The system includes a first sensor associated with afirst filtration system of the internal combustion engine, and a secondsensor associated with a second filtration system of the internalcombustion engine. The system further includes a FMS module. The FMSmodule includes a memory, at least one communication interface, anoutput coupled to a user output, and a processor. The communicationinterface provides data communication between the FMS module and an ECMof the internal combustion engine, the first sensor, and the secondsensor. The processor is configured to receive input signals from thefirst sensor and the second sensor, and to provide service indicatorsfor the first filtration system and the second filtration system via theuser output.

A further embodiment relates to a monitoring system for monitoring aplurality of separate filtration systems and at least one fluid systemof an internal combustion engine. The monitoring system includes a firstsensor associated with a first filtration system of the internalcombustion engine, a second sensor associated with a second filtrationsystem of the internal combustion engine, and a third sensor configuredto monitor a characteristic of a fluid associated with a fluid system ofthe internal combustion engine. The system further includes a monitoringmodule. The monitoring module includes a memory, at least onecommunication interface, an output coupled to a user output, and aprocessor. The communication interface provides data communicationbetween the FMS module and an ECM of the internal combustion engine, thefirst sensor, the second sensor, and the third sensor. The processor isconfigured to receive input signals from the first sensor, the secondsensor, and the third sensor, and to provide service indicators for thefirst filtration system, the second filtration system, and the fluidsystem via the user output.

These and other features, together with the organization and manner ofoperation thereof, will become apparent from the following detaileddescription when taken in conjunction with the accompanying drawings,wherein like elements have like numerals throughout the several drawingsdescribed below.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 shows a block diagram of a FMS according to an exemplaryembodiment.

FIG. 2A shows a perspective view of the FMS of FIG. 1 .

FIGS. 2B and 2C show views of the FMS of FIG. 1 connected to a wiringharness of an internal combustion engine.

FIGS. 2D and 2E show block diagrams of the FMS of FIG. 1 arranged toperform genuine filter recognition according to exemplary embodiments.

FIG. 3 shows a block diagram of various software modules and controlalgorithms stored in a memory of the FMS of FIG. 1 .

FIG. 4A and FIG. 4B show a block diagram of the FMS of FIG. 1transmitting information to external devices.

FIG. 5 shows an information output table according to an exemplaryembodiment.

FIG. 6 shows a schematic diagram of the FMS of FIG. 1 communicating witha smartphone.

FIG. 7A-1 and FIG. 7A-2 show an electrical diagram of the FMS of FIG. 1outputting data to a dashboard mounted display.

FIG. 7B shows a schematic diagram of the FMS of FIG. 1 outputting datato a dashboard mounted display.

DETAILED DESCRIPTION

Referring generally to the figures, a filter monitoring system (“FMS”)is disclosed. The FMS includes (i) several input channels, (ii) acentral processing and control unit, and (iii) several output channels.The input and output channels can be analog, digital, and/or based onSAE J1939 CAN protocols. The processing and control unit compriseselectronic chips, micro-processors, memory modules, wirelesscommunication modules and other integrated electronic components. TheFMS receives input from multiple sources, such as filtration systems andthe internal combustion engine's ECM. Based on the multiple inputs, theFMS determines optimal service time such that multiple filtrationsystems can be serviced at the same time instead of in multiple singlepurpose services. Such synchronization of services provides addedconvenience for the operators and reduces the downtime of the internalcombustion engine, and therefore the downtime of the vehicle orequipment powered by the internal combustion engine. Further, additionalinformation about the overall operation of the internal combustionengine can be gleaned from the multiple system analysis that may not beavailable from a traditional single system monitoring system. Forexample, if the FMS determines that lubrication oil is deteriorating,the FMS may determine other issues with other systems that arelubricated by the oil (e.g., fuel pumps), which may decrease thefunctionality of the other systems (e.g., reduce fuel pump efficiency,reduced life of lubrication oil wetted components, etc.). The FMS iscapable of sending output to the user through various modes, forexample, through a Bluetooth of Wi-Fi network to a smart-phone, througha wired connection to an LCD display screen on the vehicle dashboard,through a wireless communication link to existing OEM telematicssystems, through a USB connection to a laptop computer, etc.

Referring to FIG. 1 , a block diagram of a FMS module 100 is shownaccording to an exemplary embodiment. The FMS module 100 includes aplurality of inputs 102, a processing and control unit 104, and at leastone output 106. The plurality of inputs 102 are provided to theprocessing and control unit 104. In some arrangements, the processingand control unit 104 is connected to the inputs via a communication bus.As described in further detail below, the processing and control unit104 determines the status and optimal service times for the variousfiltration systems of the internal combustion system based on the inputs102. The processing and control unit 104 communicates the filtrationsystems' statuses and optimal service times to the internal combustionengine operator (e.g., a driver, an equipment operator, a servicetechnician, an equipment owner, a central dispatch facility, etc.) viathe at least one output 106.

The plurality of inputs 102 includes a power supply input 108, arecognition signal input 110, analog sensor inputs 112, and an ECM input114. The power supply input 108 provides power to the processing andcontrol unit 104. The power supply input may be a power sourceindependent of the internal combustion engine (e.g., a separate battery)or power provided from the internal combustion engine (e.g., via analternator, the internal combustion engine's batter). The recognitionsignal input 110 provides an indication of whether the variousfiltration systems are using genuine filter elements. The variousfiltration systems may include a fuel-water separator (“FWS”), a fuelfilter (“FF”), a lubricant filter (“LF”), an air filter, hydraulic fluidfilters, crankcase ventilation filters or separators, coolant filters,and the like. It should also be understood that, as used herein,“separate” filtration systems may also include individual subsystems ofa broader filtration system. By way of example, in a crankcaseventilation system, the portion of the system surrounding a crankcaseventilation impactor may be considered one “system,” while a portion ofthe system crankcase ventilation coalescer (downstream of the crankcaseventilation impactor) may be another “system.”

In some arrangements, the recognition signal input 110 utilizes a singledigital connection (e.g., using 1-Wire® digital protocol) to theprocessing and control unit 104. The analog inputs 112 may be sensorinputs, such as pressure differential (“dP) sensor inputs, associatedwith the various filtration systems of the internal combustion engine.The dP sensor may include a first pressure sensor positioned on a firstside of the filter element and a second pressure sensor positioned on asecond side of the filter element such that the pressure drop across thefilter element can be calculated. The ECM input 114 provides otherengine parameters to the processing and control unit 104, such as MAFsensor output, engine speed, filter flow rates, temperature-barometricatmospheric pressure sensor (“TBAP”) output, water-in-fuel (“WIF”)sensor output, etc. The ECM input 114 may be provided via a J1939 CANprotocol.

The processing and control unit 104 includes a microcontroller 116(referenced as “uC” in FIG. 1 ). The microcontroller 116 controls thevarious functions of the FMS module 100. The processing and control unit104 includes a flash storage 118. The flash storage 118 storesdiagnostic information (e.g., as gathered from the plurality of inputs102). The processing and control unit 104 further includes a memory 120.The memory 120 stores programming modules that, when executed by themicrocontroller 116, control the operation of the FMS module 100. Thememory 120 may also include reprogrammable variables used in algorithmsthat calculate expected filter life. In some arrangements, the flashstorage 118 and the memory 120 are embodied in a single memory device.The processing and control unit 104 also includes a communication module122. The communication module 122 may be a wireless communication module(e.g., Bluetooth®, WiFi, ZigBee, cellular data transceiver, etc.) or awired communication module (e.g., USB®, Ethernet, etc.). In sucharrangements, the wireless communication module is designed tocommunicate with external devices in the presence of wirelessinterference or noise caused by the internal combustion engine. In somearrangements, the processing and control unit 104 is embodied as asystem-on-chip controller (i.e., the microcontroller 116, the flashstorage 118, the memory 120, and the communication module 122 areembodied on a single chip).

The processing and control unit 104 provides output to the outputdevices 106. The output devices 106 may include a dashboard display, apersonal computer (“PC”), and/or wireless devices (e.g., smartphones,tablet computers, laptop computers, personal digital assistants, etc.).The processing and control unit 104 transmits filtration system statusesand service indications to the output devices 106. The output devices106 receive the statuses and service indications via a wired connectionto the microcontroller 116 (e.g., Ethernet) or via the communicationmodule 122.

Referring to FIG. 2A, a perspective view of a FMS module 100 embodyingFMS module 100 is shown according to an exemplary embodiment. The FMSmodule 100 is enclosed in a housing 202. A wiring harness 204 of the FMSmodule 100 is exposed. The wiring harness 204 connects the FMS module tothe various inputs and outputs of the FMS module 100 (as described abovewith respect to FIG. 1 ). As shown in FIG. 2A, the FMS module 100 isbased on the packaging method employed by the Cummins Energy Manager(“CEM”) module disclosed in the incorporated U.S. patent applicationSer. No. 13/412,280, filed Mar. 5, 2012, published Oct. 4, 2012 as U.S.Patent Publication No. US 2012/0253595A1. Although the housing 202 theFMS module 100 has a similar appearance to a CEM module, the layout ofthe components (e.g., as described above with respect to processing andcontrol unit 104 of FIG. 1 ) and the wiring harness 202 (e.g., pinconfigurations), and the software modules are customized for functioningas a FMS module.

Possible functions performed by FMS module 100 include, but are notlimited to: electronic genuine filter detection, WIF indication (e.g.,based on feedback from a WIF sensor), automatic water drain control(e.g., via an automatic drain in the fuel filtration system), filterservice indication (e.g., via a determination of a total amount of fluidfiltered by a particular filtration system, a detected pressure dropacross a filter element, the output of a service-life algorithm, etc.),fixed interval based filter service indication, oil quality monitoringand oil drain interval indication, control and release of chemicaladditives, fuel quality sensing and indication, leak or bypass conditiondetection and indication, data connection to the ECM via J-1939, anddata output communication with the various output devices 106 (e.g., LCDmonitors, smart phone applications, OEM telematics system, techniciancomputers, etc.).

As shown in FIGS. 2B and 2C, the FMS module 100 connects to the wiringof an internal combustion engine. The FMS module 100 connects to awiring harness 206 of the internal combustion engine. The wiring harness206 includes a connector 208 that receives the FMS module 100. Thehousing 202 of the FMS module 100 may form a snap-fit connection withthe connector 208. Through the wiring harness 206, the FMS module 100the various inputs 102 and may communicate with at least a portion ofthe outputs 106. In some arrangements, the FMS module 100 receivesoperating power via the wiring harness 206 (e.g., from the ECM, directlyfrom internal combustion engine battery, etc.). In other arrangements,the FMS module 100 includes a built-in power source independent of theinternal combustion engine.

The FMS 100 runs various algorithms to perform different filtermonitoring functions. Referring to FIG. 3 , a block diagram of thevarious software modules and control algorithms stored in flash module118 and/or memory 120 are shown. Each software module and algorithmblock that the FMS module 100 can run are shown.

In some arrangements, the FMS 100 also is part of a broader fluidmonitoring system. In such arrangements, the FMS 100 also receivessensor feedback from fluid sensors associated with various fluids usedby the internal combustion system. The fluid sensors may be independentof the filtration systems of the internal combustion engine. Forexample, the fluid sensors may measure characteristics of the fuelsupplied by the fuel system, the lubricant circulated by the lubricationsystem, the hydraulic fluid used by the hydraulic system, etc. The fluidsensors may be positioned near or within fluid pumps (e.g., a fuel pump,a lubricant pump, a hydraulic fluid pump, etc.) in plumbing thatsupplies the fluids to the various components of the internal combustionengine, in the engine block, and other locations within and around theinternal combustion engine that receive fluid filtered by the variousfiltration systems of the internal combustion engine. The fluid sensorsmay include temperature sensors, pressure sensors, viscosity sensors,chemical sensors (e.g., to detect chemical additives within the fluid,to detect contaminants within the fluid, etc.), and the like.

The information from the fluid sensors can be used by the FMS 100 todetermine service intervals for the fluids. For example, the fluidsensors of a lubricant system may provide a better indication of thermalbreakdown of the lubricant than can be gleaned from the sensors locatedat the lubricant filtration system. Additionally, the informationreceived from the fluid sensors can be used in the various filter systemservice calculations performed by the FMS 100. For example, aninformation relating to a type of fuel flowing through a fuel filtrationsystem may affect the expected life span of the fuel filter element.Information received from the fluid sensors, along with calculatedinformation about the various fluid systems (e.g., fluid replacementwarnings, expected remaining life of the engine fluids, etc.) can beoutput to the user or technician in a similar manner as described belowwith respect to the filter system information provided to the users andtechnicians. The information from the fluid sensors, in conjunction withthe information from the filtration system sensors, can, for example beused to determine the optimal time to service the engine filters andfluid(s), as well as provide this information to users and/ortechnicians.

In further arrangements, the FMS 100 can also receive sensor informationfrom other systems of the internal combustion engine or the equipmentpowered by the internal combustion system. For example, if the internalcombustion engine powers a vehicle, the FMS 100 may receive sensor inputfrom a tire pressure measurement system, exhaust sensors, ambienttemperatures, vehicle speed sensor, and the like. This additionalinformation may be used to assist with other calculations performed bythe FMS 100 (e.g., filter life calculations, fluid life calculations,etc.).

Certain functions of the electronic FMS 100 are described in furtherdetail below.

Electronic Genuine Filter Recognition

Various engine filter systems can be connected to the FMS module 100 viawired or wireless connections. The FMS module 100 can recognize if agenuine filter element is installed in any particular filtration systemof the filtration systems of the internal combustion engine. The use ofgenuine filter elements (e.g., as replaced during a filtration systemservice operation) helps to protect the filtration system's integrity,and thus the internal combustion engine's integrity. Accordingly, theuse of genuine filter elements provides the best and most reliableperformance of the internal combustion engine. The FMS performs genuinefilter recognition in various manners for different filter systems. Forexample, fuel-water separator products that have analog WIF sensors canbe recognized as genuine through analog filter recognition features(e.g., as described in the incorporated U.S. patent application Ser. No.13/864,694, filed Apr. 17, 2013), or fuel-water separators that havedigital WIF sensors (e.g., as described in the incorporated U.S.Provisional Patent Application Ser. No. 61/810,946, filed Apr. 11, 2013)can be connected to the FMS module 100 to recognize if a genuinefuel-water separator is installed. In another example, the FMS module100 could be connected to a fuel-filter separator with a digitalrecognition feature installed on a bracket. In a third example, afuel/lube module with a digital recognition feature capable ofrecognizing a genuine filter cartridge element may be connected to theFMS module 100.

Various filter element recognition techniques may be used by the FMS 100in determining whether an installed filter element is genuine. Referringto FIG. 2D, a block diagram of the FMS 100 arranged to perform genuinefilter recognition is shown according to an exemplary embodiment. TheFMS 100 is connected to a lubricant filtration system 210, a first stagefuel filtration system 212, a second stage fuel filtration system 214,and an air filtration system 216. Each of the filter elements for thelubricant filtration system 210, the first and second stage fuelfiltration systems 212 and 214, and the air filtration system 218includes a 1-Wire chip embedded into the filter element. The 1-Wire chipincludes filter element identifying information that is sent via a wiredconnection to the FMS 100. The FMS 100 can determine whether theinstalled filter elements are genuine or not genuine based on theidentifying information (or lack thereof) that is sent from the 1-Wirechips to the FMS 100. In other arrangements, a different type ofidentifying circuit (e.g., a resistor based circuit, a non-1-Wire basedcircuit, etc.) is embedded into each filter element that providesidentifying information to the FMS 100.

Referring to FIG. 2E, a block diagram of the FMS 100 arranged to performgenuine filter recognition is shown according to another exemplaryembodiment. The arrangement of FIG. 2E is similar to that of FIG. 2D.However, in FIG. 2E, each filter element of the various filtrationsystems are fitted with a radio frequency identification (“RFID”) chip.The RFID chips include identifying information, such as a filter elementserial number or code. The RFID chips may be passive RFID chips (e.g.,wirelessly powered by an RFID reader) or active RFID chips (e.g., havingan independent power source). In the embodiment depicted in FIG. 2E,each filter housing that receives the filter elements includes an RFIDreader that provides RFID chip information to the FMS 100 via a wired orwireless connection. (In alternative implementations, the RFID readermay be positioned within or on the filter head, the filter module, oranother nearby location.) Accordingly, when a filter element having anRFID chip in a designated position (e.g., in a position such that theRFID chip is positioned near the RFID reader when the filter element isinstalled), the identifying information is read by the RFID reader andtransmitted to the FMS 100. Based on the identifying information, theFMS 100 can determine whether the installed filter element is genuine ornot genuine. In other arrangements, other wireless identifiertransmission systems are used (e.g., near field communication,Bluetooth, Bluetooth Low Energy, WiFi, etc.),

The FMS module 100 can have built-in programming and calibration torecognize the genuine filters and to identify non-approved filterelements installed in any of the filtration systems. The built-inprogramming and calibration may be in the form of stored rules forrecognizing serial numbers, part numbers, or any other encryption method(e.g., stored in flash module 118 or memory 120). In an alternativearrangement, the built-in programming and calibration may be in the formof stored rules for recognizing the presence and form of electricaloutput from sensor associated with genuine filter elements, or theabsence thereof.

In some arrangements, the FMS 100 has the capability to turn-on orturn-off certain features and indications based on the status of genuinefilter detection. For example, the FMS module 100 may send genuine ornon-genuine filter information to the ECM such that the ECM can takecorresponding actions (e.g., —derating the engine, placing the engine ina limp mode, etc.), or such that the ECM can alert the user/operatorwith a warning (e.g., a dashboard indicator). When an internalcombustion engine is placed into limp mode, the engine is operating in amode with marginal functionality (e.g., enough engine output to allowthe vehicle or equipment to be moved to a service facility, but not muchfunctionality beyond that). The FMS module 100 may also limit otherfeatures of the FMS module 100 upon detection of an installednon-authorized replacement filter element. For example, the FMS module100 may decide to not indicate service life based on a dP sensorfeedback signal if a genuine filter is not detected (i.e., such that theuser cannot take full advantage of the features of the FMS module 100).In another example, the FMS module 100 may convey information about aninstalled non-genuine filter to the ECM, in which case, the ECM maylimit the engine power, de-rate the engine, and the like in order toprotect the engine from catastrophic failures.

WIF Indication and/or Automatic Water Drain

In some internal combustion engines, the WIF sensor of a fuel-waterseparator is connected to the engine ECM. The FMS module 100 receivesinput from the ECM (e.g., via the ECM input 114) and is capable oftaking the input from the analog or digital WIF sensor via the ECM.Based on the input from the WIF sensor, the FMS module 100 can providewater drain indication directly to the user or operator of the internalcombustion engine. The water drain indication is triggered when the WIFsensor detects a threshold amount of water in the fuel-water separatorhousing. In some arrangements, the FMS module 100 is capable of warningthe user or operator of an imminent fuel-system failure if the FMSmodule 100 detects that water has not been drained for a long period oftime, thus saving the user or operator from expensive engine systembreak-downs.

In arrangements where an automatic water detection and/or water draindevice (e.g., see the incorporated U.S. Pat. No. 6,207,045 or theincorporated U.S. patent application Ser. No. 12/860,499, filed Aug. 20,2010, now U.S. Pat. No. 8,409,446, issued Apr. 2, 2013) is installed andconnected to the FMS module 100, the FMS module 100 can trigger theinitiation of a water drain event by sending activation signals to acontroller component (e.g., such as a solenoid valve of the automaticwater drain) installed on the auto-drain device.

Service Indication via Input from dP Sensors

FMS module 100 is capable of connecting to dP sensors installed onexisting filtration systems. The FMS module 100 collects restrictioninformation from the dP sensors and uses the restriction information togauge the plugging condition of the filter system. Additionally, the FMSmodule 100 is also connected to the ECM through the J1939 datalink anddraws important engine parameters from the ECM, which the FMS module 100uses to calculate the fluid flow-rate through the filter system. Thiscalculation is done individually for each of the filter systems (examplelube filter, fuel filter, fuel-water separator, air filter, etc.). Basedon the outcome of the calculation, the FMS module 100 can send anindication to a user or operator via the outputs 106 of the internalcombustion engine indicating a filter life (e.g., a percentage of filterlife remaining, a number of miles of filter life remaining, etc.) and areplace filter indication.

Service Indication Based on Fixed Service Interval

In cases where the dP sensors are not available to the FMS module 100(e.g., the dP sensors are not connected or are faulty), the FMS module100 is capable of switching to a fixed service interval mode to protectthe integrity of the engine. Accordingly, the FMS module 100 will stillprovide indication for service life when threshold miles/hours of filterare used.

Oil Quality Indication and Service Predictions

The FMS module 100 is capable of connecting to an oil quality sensorinstalled in the lubrication system of the engine. An exemplary sensoris described in U.S. Provisional Patent Application No. 61/838,962,filed Jun. 25, 2013, the entire disclosure of which is incorporatedherein by reference. With inputs from the oil quality sensor (e.g., asdescribed above with respect to the fluid sensors), and with otherengine parameters received from ECM via the J1939 datalink, the FMSmodule 100 can calculate a condition of oil (e.g., an amount of lifeleft in the oil). The FMS module 100 can indicate usable service life ofthe oil to the user or operator of the engine via the outputs 106. TheFMS module 100 may also provide indication for oil drain interval.

Control of Chemical Additives and Release of Additives

Some internal combustion engines include a chemically active lube filter(“CALF”) (e.g., as described in the incorporated U.S. patent applicationSer. No. 13/827,992, filed Mar. 14, 2013 and U.S. Provisional PatentApplication Serial Nos. 61/658,603, filed Jun. 12, 2012 and 61/595,326,filed Feb. 6, 2012). In arrangements where a CALF is present on theengine, the FMS module 100 can calculate a quality of oil, andelectronically control the release of a particular amount of chemicaladditives to the oil from a chemical reservoir to improve the conditionof the lubricating oil. The electronic control and release of additivesin the oil system, based on feedback from the oil quality sensingfunction of the FMS module 100, is an efficient method of controllingand extending oil quality as compared to chemical release based on acalculated pressure differential.

Fuel Quality Sensing and Indication

Various other sensors for fuel quality sensing (e.g., a sulfur sensor, awater content sensor, etc.) can be connected to the FMS module 100. Thefuel quality sensors allow the FMS module 100 to determine fuel qualityand to provide an indication of the fuel quality to the user or operatorvia the outputs 106. The signals from the fuel quality sensors can alsobe provided to the ECM through the J1939 datalink from the FMS module100 such that the ECM can make decisions for de-rating, shutting down oroperating in a safe-mode when poor quality fuel is sensed, therebyprotecting from catastrophic engine and fuel-system failures.Alternatively or additionally, the fuel quality sensor may be a fueltype sensor (e.g., a sensor that determines whether the internalcombustion engine is using ultra-low sulfur diesel fuel or biodiesel).

Data Output Functions

The FMS module 100 has the capability to transmit processed data toexternal devices by various means. Referring to FIGS. 4A and 4B, a blockdiagram of the FMS module 100 transmitting information to externaldevices via four exemplary methods is shown according to an exemplaryembodiment. The four different methods of data output include output toa smartphone application 402 (e.g., via Bluetooth or Wi-Fi; as describedin additional detail below with respect to FIG. 6 ), output to adirectly to an engine operator via a dashboard mounted display 404(e.g., as described in further detail below with respect to FIGS. 7A-1,7A-2 and 7B), to an OEM telematics communication link 406, and output toa service technician tool 408 (e.g., a computer). The FMS module 100 maytransmit processed data directly to these devices or may do so via anintermediary device, such as the ECM. For example, the FMS module 100may transmit data to the ECM, which transmits a fault code to thedashboard mounted display 404 or other device.

The FMS module 100 may output processed information to any individual orcombination of these output devices by various methods. One examplemethod is via the use of ‘Output Tables’. The FMS module 100 may processall information and build a table of parameters with their respectivevalues for each monitored filter system, which can then be transmittedin part or in entirety to the output device reading from the FMS module100. Referring to FIG. 5 , an exemplary FMS output table 400 is shownaccording to an exemplary embodiment. The receiving device (e.g., aservice technician's computer, an operator's smartphone, etc.) may needto first need to establish a secure connection with the FMS module 100via a pre-determined authorization code method of hand-shaking, beforethe output table can be transmitted to the device (e.g., pair thereceiving device with the FMS module 100 via the Bluetooth pairingprocess). Although shown as being able to connect to four differenttypes of devices, the FMS module 100 is capable of connecting to othertypes of output devices that can establish a communication session withthe FMS module 100.

Referring to FIG. 6 , the FMS module 100 can communicate wirelessly withoutput devices, such as a user's smartphone 602. The smartphone 602 isrunning a smartphone application 402 that enables the communicationbetween the smartphone 602 and the FMS module 100. Through thesmartphone application 402, the FMS module 100 can communicateinformation relating to the various statuses of the monitored filtrationsystems of the internal combustion engine. The information may includeinformation relating to a current status (e.g., operational, errors),upcoming service information (e.g., time to next service, miles to nextservice, etc.), filter element identification information, and otherinformation on a filtration system-by-system basis. The user of thesmartphone 602 can interact with the smartphone application 402 (e.g.,through interaction with a graphical user interface of the smartphoneapplication 402) to retrieve real-time or near real-time data from theFMS module 100. As discussed above, retrieving the information from theFMS module 100 may require that the smartphone 602 go through a pairingprocess with the FMS module 100.

Referring to FIGS. 7A-1 AND 7A-2 , an electrical diagram of the FMSmodule 100 outputting data to a dashboard mounted display 404 is shownaccording to an exemplary embodiment. FIG. 7B shows the dashboardmounted display 404 connected to the FMS module 100. Through thedashboard mounted display, a user or operator of the internal combustionengine (e.g., a driver of a vehicle powered by the internal combustionengine) can review information relating to the various statuses of themonitored filtration systems of the internal combustion engine. Theinformation may include information relating to a current status (e.g.,operational, errors), upcoming service information (e.g., time to nextservice, miles to next service, etc.), filter element identificationinformation, and other information on a filtration system-by-systembasis. The user or operator can interact with a graphical user interfaceof the dashboard mounted display 404 in a similar manner as describedabove with respect to the smartphone application 402.

In the present disclosure, certain terms have been used for brevity,clearness and understanding. No unnecessary limitations are to beimplied therefrom beyond the requirement of the prior art because suchterms are used for descriptive purposes only and are intended to bebroadly construed. The different systems and methods described hereinmay be used alone or in combination with other systems and devices.Various equivalents, alternatives and modifications are possible withinthe scope of the appended claims. Each limitation in the appended claimsis intended to invoke interpretation under 35 U.S.C. § 112, sixthparagraph only if the terms “means for” or “step for” are explicitlyrecited in the respective limitation.

It should be noted that the term “exemplary” as used herein to describevarious embodiments is intended to indicate that such embodiments arepossible examples, representations, and/or illustrations of possibleembodiments (and such term is not intended to connote that suchembodiments are necessarily extraordinary or superlative examples).

Any references herein to the positions of elements are merely used todescribe the orientation of various elements in the FIGURES. It shouldbe noted that the orientation of various elements may differ accordingto other exemplary embodiments, and that such variations are intended tobe encompassed by the present disclosure.

It is important to note that the construction and arrangement of thevarious exemplary embodiments are illustrative only. Although only a fewembodiments have been described in detail in this disclosure, thoseskilled in the art who review this disclosure will readily appreciatethat many modifications are possible (e.g., variations in sizes,dimensions, structures, shapes and proportions of the various elements,values of parameters, mounting arrangements, use of materials, colors,orientations, etc.) without materially departing from the novelteachings and advantages of the subject matter described herein. Forexample, elements shown as integrally formed may be constructed ofmultiple parts or elements, the position of elements may be reversed orotherwise varied, and the nature or number of discrete elements orpositions may be altered or varied. The order or sequence of any processor method steps may be varied or re-sequenced according to alternativeembodiments. Other substitutions, modifications, changes and omissionsmay also be made in the design, operating conditions and arrangement ofthe various exemplary embodiments without departing from the scope ofthe present invention.

What is claimed is:
 1. A vehicle system, comprising: a first vehiclefluid filtration system comprising: a first filter element housing; anda first filter element disposed within the first filter element housingand including a first wireless communication tag; a second vehicle fluidfiltration system comprising: a second filter element housing; and asecond filter element disposed within the second filter element housingand including a second wireless communication tag; a first antennacovering the first vehicle fluid filtration system; a second antennacovering the second vehicle fluid filtration system; and a filtermonitoring system (“FMS”) module in wired communication with the firstantenna and the second antenna, the FMS module configured to send datato and receive data from the first wireless communication tag via thefirst antenna and to send data to and receive data from the secondwireless communication tag via the second antenna.
 2. The vehicle systemof claim 1, wherein at least one of the first vehicle fluid filtrationsystem and the second vehicle fluid filtration system is a vehiclecoolant filtration system.
 3. The vehicle system of claim 1, wherein atleast one of the first vehicle fluid filtration system and the secondvehicle fluid filtration system is a vehicle air filtration system. 4.The vehicle system of claim 1, wherein at least one of the first vehiclefluid filtration system and the second vehicle fluid filtration systemis a vehicle lubricant filtration system.
 5. The vehicle system of claim1, wherein at least one of the first vehicle fluid filtration system andthe second vehicle fluid filtration system is a vehicle fuel filtrationsystem.
 6. The vehicle system of claim 1, wherein at least one of thefirst vehicle fluid filtration system and the second vehicle fluidfiltration system is a vehicle hydraulic fluid filtration system.
 7. Thevehicle system of claim 1, wherein at least one of the first vehiclefluid filtration system and the second vehicle fluid filtration systemis a crankcase ventilation system.
 8. The vehicle system of claim 1,wherein at least one of the first vehicle fluid filtration system andthe second vehicle fluid filtration system is a fuel-water separationsystem.
 9. The vehicle system of claim 1, the FMS module includes aplurality of channels configured to communicate with the first wirelesscommunication tag and the second wireless communication tag.
 10. Thevehicle system of claim 1, wherein the first wireless communication tagis configured to store first information associated with the firstvehicle filtration system.
 11. The vehicle system of claim 10, whereinthe first information comprises unique identification information forthe first filter element.
 12. The vehicle system of claim 11, whereinthe second wireless communication tag is configured to store secondinformation associated with the second vehicle filtration system, thesecond information comprising unique identification information for thesecond filter element.
 13. The vehicle system of claim 1, wherein theFMS module is configured to interpret signals received from the firstantenna indictive of the installation of the first filter element intothe first vehicle fluid filtration system.
 14. The vehicle system claim13, wherein the FMS module is configured to interpret signals receivedfrom the second antenna indictive of the installation of the secondfilter element into the second vehicle fluid filtration system.
 15. Thevehicle system of claim 1, wherein the FMS module is configured tocommunicate with a user device via a wired connection.
 16. The vehiclesystem of claim 1, wherein the FMS module is configured to communicatewith a user device via a wireless connection.
 17. The vehicle system ofclaim 1, wherein the FMS module is configured to communicate with aremote telematics system.